- I've got a seriously hot bike for you here.
This is the brand new Scott Addict RC
of Mitchelton-Scott's team leader Adam Yates.
I say brand new because it is a brand new model.
I've not seen this one before.
It replaces the existing Scott Addict
Now, before I go into all the details of it,
I'm going to weigh it, I'm going to measure it.
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(electronic sounds)
First up, I'm going to go through the features
of the new Addict and how it's different
from the previous outgoing version
and then I'm going to explain some of the things
that make it unique to Simon,
I mean, Adam.
It's Adam's Addict.
I keep getting them mixed up.
Anyhow, the original Scott Addict came out in 2008.
It was then updated in 2014
and that was the bike the team were using prior to this,
and that's the bike that Adam tended to ride
rather than the more aerodynamic Scott Foil.
It's now been updated and it's become, well,
more aero, as is the trend with a lot of
climbing bikes at the moment,
so we've got those dropped seatstays
that have become synonymous with lightweight aero bikes.
We've got a D-shaped seatpost from more compliance
and well, a little bit more aerodynamic as well.
We've got aero tube shapes throughout.
It's been, sort of, wind tunnel optimized
and all that stuff.
We've got no through axle on the front here
and this very aero looking cockpit on the front of the bike,
and interestingly for me, the new Addict is disk brake only.
The previous one was rim and disk,
but now, they only have disks.
Somewhat unsurprisingly, the new Addict
is claimed to be all the things that new bikes often are,
so lighter, more aerodynamic,
more compliant, all that stuff,
but one thing that can not be questioned at all
is the improved and increased amount of integration.
I mean, it really is a game of spot the cable on this bike
and this new cockpit is, well, pretty impressive.
It's very neat indeed,
and you can see literally, well, no cables at all.
They're actually rooted through here,
the hydraulic lines, they go through the stem,
down the top cap and then through the head tube,
and then out, they just appear out here for the caliper,
and interestingly, this little top cap here,
I'm told that's a little magnetic cover
that comes off so that you can access the stem bolts.
It's pretty neat.
So the new integrated cockpit is from
Scott's in-house component brand, Syncros.
It has quite an unusual shape at the front as well.
This sort of, well, Y shape,
and that's said to improve stiffness
and just there performance of the handle bar.
I mean, it looks quite narrow on Adam's bike,
so I've got a tape measure.
Let's give it a measure and see what it comes out at.
That's quite interesting actually,
Adam's cockpit is coming out at 38 centimeters,
center to center,
40 centimeters if you go from the edges of the bar,
but that's pretty interesting.
A narrower cockpit.
Presumably that helps him get narrower
and be more aerodynamic on the bike.
Other cool details on the cockpit,
we got the Garmin head unit with this very nice
integrated K-Edge front mount
and they're using the little tether cable
to stop it bouncing off as well which is quite cool.
And he's got some climbing shifters on there,
but the interesting detail with these is they're positioned
the opposite way round to normal,
and I asked the mechanics about that
and they just said "That's Adam's preference".
He like having one climbing shifter,
and he likes it the opposite way around
so he can touch it with his fingers.
Another cool detail is that seatpost clamp.
Check that out!
It's an incredible design,
very minimalist and apparently it weighs just 12 grams,
and it's a very simple design.
I really like how easy it is to access the bolt
and it's quite a bit different from a lot
of the wedge designs we see these days.
And then also, if you look at the seatpost,
you can see that Adam's riding a straight up seatpost,
rather than one with layback,
and his saddle's quite far forward on the rails,
a bit like Alejandro Valverde's as well
and well, I'm told by the mechanics it's just
the position he likes.
He likes to sit really far forwards over the bottom bracket.
So overall, with all the aero changes
and modifications to the frame
and fancy new Syncros cockpit,
Scott claims that the new Addict is 6 watts faster
than the previous one at 45 kilometers and hour.
It doesn't sound much,
but to a grand tour contender, well,
every little helps and it could certainly
make the difference probably,
when seconds can be the difference between
winning and losing.
Mitchelton-Scott are sponsored by Shimano,
so we've got full Dura HDi2 throughout
including the Dura-Ace power meter on the chainset.
Now, at the back we've an 11-25 close-ratio cassette
and the reason for this is the first few stages
are pretty flat, that's what he wants to use.
I've also been told that he might swap out
his chainset for a 54 tooth as well.
It's currently at 53-29,
but when we hit the mountains,
you can expect that to change.
That's also why we've got the deeper
C60 Dura-Ace tubular wheels in as well.
Again, when we hit the mountains,
we'll expect he'll swap those for the C40's
being a bit lighter.
In terms of disk brake rotors,
we've got 160's at the front and 140's at the back,
and that seems to be what the trend is now
amongst the pros who are using disk brakes.
That's what also the neutral service seem to be
carrying as well,
160's on the front wheels and 140's on the back.
Other bits of kit that finish the bike
are that nice Syncros saddle with carbon rails,
the really light Elite Leggero bottlecages
and these PirelliP Zero tires,
which I'm a fan of because I like the way the
yellow Pirelli logos match the yellow Scott logos.
It's all very color coordinated.
Alright, so lets get some measurements.
This bike is pretty small and I asked the
mechanics what size it is and they said
it was 48 centimeter frame,
but Adam is a diminutive guy
and that's why he's such a good climber.
The stem, it's quite hard to measure,
'cause if the weird shape of this new cockpit,
but I'm saying that's 120 millimeter stem.
As for saddle height, if we measure from the center,
that's 68 centimeter saddle height.
And then the tip of the saddle
to the center of the bar, 50 centimeters bang on
I'm getting for that.
Ad also, you may have noticed that the handlebars as well,
they're are traditional shape,
rather than a compact drop.
We're seeing less and less of those.
Right, the bit you've all been waiting for,
the free up soundcheck.
I know if I don't do this,
you'll all be annoyed, so lets,
Jeremy, drum roll.
- (drum roll sounds)
(bike tire spinning)
- Yeah, pretty good that one, pretty good.
(mumbles)
Smooth!
Silky smooth.
And now, I'm going to weigh it.
Jeremy, bring forth the GCN scales of truth.
- (drum roll sounds)
- Alright--
- The crowd's going wild with anticipation.
- What's that saying?
- 6.85.
- 6.85 ooh!
Disk brakes and deep wheels!
That is light that is.
That's proper that.
- [Jeremy] It is really light.
- Wowzers, 6.8 kilograms for a bike with
hydraulic disk brakes and full deep section wheels.
That's impressive.
You can imagine it'd be even lighter when
it's got the lower profile climbing wheels in,
but yeah, I'm impressed by that.
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